CA1110738A - Speed maintaining control of train vehicles - Google Patents
Speed maintaining control of train vehiclesInfo
- Publication number
- CA1110738A CA1110738A CA315,162A CA315162A CA1110738A CA 1110738 A CA1110738 A CA 1110738A CA 315162 A CA315162 A CA 315162A CA 1110738 A CA1110738 A CA 1110738A
- Authority
- CA
- Canada
- Prior art keywords
- velocity
- signal
- vehicle
- velocity signal
- actual
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/16—Continuous control along the route
- B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
- B61L3/221—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using track circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/04—Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
There is disclosed a passenger vehicle speed main-taining control apparatus and method, including program microprocessor control apparatus for controlling the vehicle speed in response to an acceleration or tractive effort request P signal.
There is disclosed a passenger vehicle speed main-taining control apparatus and method, including program microprocessor control apparatus for controlling the vehicle speed in response to an acceleration or tractive effort request P signal.
Description
3~3 ` `
ll7,290
ll7,290
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BACKGROUND OF THE IN~ENTION
The present invehtion relates to the automatic control of passenger vehlcles., s:uch as mass transit vehicles .
or the .like, and including speed control and speed mainte--nance whlle moving along a track.
In an article entitled The BARTD Train Control System published in Railway Signaling and Communications for ~:
December 1967 at pages l& to 23, the train control system for the San Francisco Ba~ Area Rapid Transit District is described. Other articles relating to the same t~ain con-trol system were published in the IEEE Transactions On Communication Technology for June 1968 at pages 369 to 374, in Railway Signaling and Communications for July 1969 at pages 27 to 38, in the Westinghouse Engineer for March 1970 at pages 51 to 54, in the Weetinghouse Engineer for July 1972 at pages 98 to 103, and in the Westinghouse Engineer for September 1972 at pages l'45 to 151. A general descrip-tion of the train control system to be provided for the East~West llne of the Sao Paulo Brazil Metro i8 provided in .:
an article published in IAS 1977 Annual of the IEEE Industry Applications Society at pages 1105 to 1109.
A general description of the mlcroprocessors and .~-the related peripheral devices is provided in the Intel 8080 Microco~puter Systems Users Manual currently available from Intel Corp., Santa Clara~ California 95051. :~
SUMMARY OF THE INVENTION
An improved passenger .vehicle speed control appar-atus and method are provided including hardware and software to control the speed of a train vehicle by means of an acceIeration request or P signal, as based on the` ma~cimum 47,290
BACKGROUND OF THE IN~ENTION
The present invehtion relates to the automatic control of passenger vehlcles., s:uch as mass transit vehicles .
or the .like, and including speed control and speed mainte--nance whlle moving along a track.
In an article entitled The BARTD Train Control System published in Railway Signaling and Communications for ~:
December 1967 at pages l& to 23, the train control system for the San Francisco Ba~ Area Rapid Transit District is described. Other articles relating to the same t~ain con-trol system were published in the IEEE Transactions On Communication Technology for June 1968 at pages 369 to 374, in Railway Signaling and Communications for July 1969 at pages 27 to 38, in the Westinghouse Engineer for March 1970 at pages 51 to 54, in the Weetinghouse Engineer for July 1972 at pages 98 to 103, and in the Westinghouse Engineer for September 1972 at pages l'45 to 151. A general descrip-tion of the train control system to be provided for the East~West llne of the Sao Paulo Brazil Metro i8 provided in .:
an article published in IAS 1977 Annual of the IEEE Industry Applications Society at pages 1105 to 1109.
A general description of the mlcroprocessors and .~-the related peripheral devices is provided in the Intel 8080 Microco~puter Systems Users Manual currently available from Intel Corp., Santa Clara~ California 95051. :~
SUMMARY OF THE INVENTION
An improved passenger .vehicle speed control appar-atus and method are provided including hardware and software to control the speed of a train vehicle by means of an acceIeration request or P signal, as based on the` ma~cimum 47,290
-3-speed allowed established by received speed code, the cutout car condition, performance level, and the program stop information from the program stop routine. This is done by selecting the desired speed for the vehicle to go and then comparing that against the actual vehicle speed from the tachometer information and thereby determining the P signal request. The desired speed is either the action velocity or the program stop velocity. The look ahead velocity is compared against the action veIocity and when ~he look ahead veIocity becomes less than the action velocity plus an offset, the desired speed is the program stop velocity, otherwise the desired speed is the action velocity. The of~set is a function of the P signal request at that present time which is an indication of whether or not the ve~iicle is accelerating, decelerating towards that action velocity or ;:
~ust speed maintaining at that actlon velocity.
BRI~F DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic showing o~ the passenger vehicle velocity control system operative in accordance with the present invention;
Figure 2 illustrates the microprocessor control apparatus provided for the control of a passenger train vehicle including the present speed maintaining operation;
Figures 3A, 3B, 3C and 3D illustrate the flow charts o~ the provided program routines in accordance with the present invention;
Figure 4 is a memory storage table showing the address locations of the variables stored in RAM; and F~gure 5 is a ~unctional illustration o~ the here provided PI controller apparatus.
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3~ :
1~7~290 DESCRIPTION OF A PREFERRED EMBODIMENT '~
As shown in Figure 1 the central control comp,uter system 100 communicates wlth the station ATO and ATP equip-ment 102 to establish the proper vehlcle route~s and to set up des'ired spee'd profiles ~or the' track circuits by sending ~;
this information to the wayside boxes 104. This puts the speed code information on the track circuits 106 in the form of command speed codes. These speed codes are received by the vehicle antennas and prea'mplifiers for the an~ennas 108 and go into the speed decoding module 110 which takes the FSK serial speed codes and converts them :lnto serial logic level data as lndicated to the right and the le.~t of the speed decodlng module 110. This informati.on goes into the two microprocessors CPU 1 and CPU 2 for each individual train as the train is progressing down the track. In par~
ticular, the input/output modules 112 is operative with CPU
No. 2, and CPU 2 has stored within its memory a decoded maximum allowable speed. Also within the memory of CPU 2 is an lndication of the last received performance modification ~rom the ID system. The PI controller speed maintaining program 114 performs the vehicle speed maintaining function and generates a P-signal and a brake signal. The' character-istics of the brake slgnal are such that i~ it is a logic 1 which is defined as 100 milliamps, this permits the train vehicle to be in power and if i~ is a logic gero, which is defined as 0 mllliamps, the train vehicle is in brake. The P signal is such that 60 milliamps is lts mid-scale range and the train vehicle wants to essentially coast with'a 60 milliamp P signal; from 60 up to 100 milliamps is the' normal power range and from 60 down to 20 milliamps is t'he' normal 73l~
47,2~0 ~5~
,~
brake range. A P signal of 20 milliamps would call for full service brakes and a P signal of 100 milliamps would call ~or maximum acceleration. The P signal 116 and the brake signal 118-are shown coming out of the CPU modules 112 since ~ ;
the'CPU and I/0 modules are the' actual hardware that is where'the signals originate, whereas the program 114 is the software contained within the CPU 2. In the hardware, there ' -' ls an analog signal out of the I/0 module of CPU 2 wh1ch goes to a P signal generator module that converts that analog signal having a value from -2 to -10 volts into a 20 to lO0 milliamp P signal and then there is a logic level coming out of CPU 2 I/0 module which goes over to a P and brake signal generator module to turn the brake signal generator on or off as required to generate the 100 milli-amps or 0 milliamps. The P signal and the brake signal are put on train lines and go to each car vehicle ~or a multiple car vehicle train. The only CPU 2 doing this speed maintaln~
ing function is in the head end car. However, the P and ' ,'~
brake signals go to the propulsion and brake equipment 120 on each car. The propulsion brake control equipment 120 then converts these signals into motor current request and , brake pressure request. The vehicle motors and brakes 122 ;~
' control the actual train velocity. The train velocity is sensed by tachometers 124 physically mounted on the motor axles, and the tachometer signals then come back into the CPU 2 as a speed feedbaok. The function of the speed main-taining program 114 is to first determine what desired speed of the vehicle should be and then try to control the vehicle spee'd through'the P signal and the brake signal such that the'tach'ometer ~eedback agrees with'that desired spee'd'.
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47,290 In Figure 2 there is shbwn in more detail the speed maintaining PI Controller System~ including hardware and software, in relation to a traln vehicle speed control system. The vehicle ant;ennas 140 provide speed code and control signals, such as the cutout car signals. The speed code information is supplied to the speed decoding system ; 142, and also the program stop reIated information is sup-plied to the program stop subsystem lLILIo The speed decoding system 142 provldes the maximum allowable speed modi~ied for the cutout cars, and this goes to the vehic].e desired velo-city system 146. The actual desired velocity input 148 lnto the speed maintaining controller system 150 -ls a combinatlon of the reference velocity input 152 from the speed decoding system 142 and the PM number 154 to provide an action velo city variable 156 which is stored in the CPU and is gener ated by the speed decoding system 142. The program stop velocity 158, the look ahead veIocity 160 and the action velocity 156 are utilized to determine the velocity 148.
The action velocity is the maximum speed modif`ied by cutout cars and modified by the PM speed requirements. There is also a PM acceleration limit such that the decoded PM code results in a limit to one half acceleration which is a direct lnput into the speed maintaining controller system 150. The desired velocity 148 uses this PM acceleration limit information or program stop veIocity informatlon, whichever is more restrictive. Also, the action vel:ocity is modified by subtracking either 2 or 4 KPH~ wlth the action velocity being an absolute maximum for controlling the vehicle speed below the action velocity, but not too far below it, or the vehicle station to station run t;imes will 47,290 be increased.
After the desired velocity 148 is established and whether the vehicle is allowed full acceleration or half acceleration, the PI controller system 150 then operates a software PI controller to generate the P signal 116 and the brake signal 118, which go to the propulsion and brake equipment 120. The propulsion and brake equipment 120 controls the motor vehicle 122, including the vehicle motor and brake. The vehicle is coupled to the tachometers 124.
In reality 4 tachometers are provided, with tachometer 4a being used for the speed feedback, although any one of them could be used to provi.de thi.s speed feedback signal. For the actual speed malntaining controller system 150~ only one tachometer 4a is used, and the actual speed signal gets fed back to the car carried~ATO equipment 162.
The desired velocity 148 that the PI controller system 150 is trying to maintain is a function of the mode that the vehicle ls in; in other words a dual aiming point is present dependlng upon whether the vehicle was in power or in brake. An ob~ective of the PI controller system 150 operation is to cut down on t;he number of power and brake mode change transitions.
The program routine shown in Figure 3A has at this time available as information inside the computer the action velocity 156 which is determined by the received speed codes modi~ied by the cutout car informatlon and further modified by P~ level, a program stop velocity 158, and a program stop look ahead velocity 160~ w~ich is the velocity the program stop program thinks the vehicle should be going at approx-imateIy one second i.n the future. In additionS there is an ~ {~
47,290 indication whether or not the performance modification wants the limit of one-half acceler'ation~ and there is the 'actual speed that the train vehicle is moving at present. The PI
controller system 150 will generate a P signal level, which will be between 20 and 100 milliamps, and a brake signal wh~ch'is going to be a l or a 0. The brake signal is ~ust a logic signal to make sure that all the cars in the train are in the same mode. Other auxiliary information provided to the speed maintaining program includes a non-vital roll back lndication ~rom tachometers 4a and 4b to verify that the vehicle is going in the proper direction. The program shown in Figure 3A starts at block 300. In block 302 a che'ck is made to see if the vehicle is moving in the rlght direction, i.e.' if a roll back indication is present. At block 304 the P signal is set to a value of 20 milliamps. At block 306 the P signal is passed through a ~erk limiter to limit its '~
rate of change and the PSIG1 is the input to the ~erk limiter and PSIG is the output of the jerk limiter such that the output wlll get to 20 milliamps at its ~erk limited ! ' ' 20 rate. At block 308 some of the program stop flags are ; ~' cleared. At block 310 the :Inbegral portion o~ the PI con-troller is reset to zero to keep it within the'desired range of control. At block 312 the brake mode is set, since 'the request is for 20 milliamps of P signal and the only way to get into the brake mode is for the brake signal to be low.
If there was no roll back at block 302 then at block 314 a ' 'check ie made to see whether or not the vehIcle is in an underspee'd condition. The 'speed maintaining program i5 operating underneath the overspeed umbrella such that if at step"314 the'vehicle is detected to be going faster than the 7~
47~290.
:' ~` 9~
maximum allowable speed based on the' speed co.de in~ormati:on now being re.ceived ~rom the track circuit, the 'P signal : generator will be turned off and this speed maintaining program will lose control since :the P signal, no matte~' what .
this program does with the P signal, is set to.~ero because ~.
the overspeed system has turned it off, and the o.verspeed system is req.uesting full service brakes. I~ block 3I4 detects that the overspeed condition exists, at block 316 '~
~; the P signal is set in midrange and the program goes again lO to blocks 306, 308, 310 and 312 where the P signal is set to the temporary value of 60 milliamps, any program stop flags '' are cleared, the integral controller' is reset, the brake' mode i5 set and the P signal will Jerk limit to 60 milli- ' amps.
The reason for picking the 60 milliamps value at ~;'' block 316 instead of again set'ting the P signal to 20 milli-amps at block 304, is to àvoid trouble coming out--of-over-. :
, ~
speed. If the vehicle is going at some high spee'd and then gets a lower speed code, the vehicle is controlled to slow down to this lower speed code. At the point where'the vehicle Just goes below this overspeed value, the' overspeed system permits the speed maintaining system 150 to control the vehicle and maintain the vehicle speed at a little beIow ~' the overspeed limit The prior art analog PI controller~' that was used in the past at this time had its output at 20 milliamps, and it did not start taking the brakes off immedi-. atel'y when'the vehicle came out of overspeed. With the : present control operation provi.ded by step 318, when the veh~'cle'comes: out of overspeed the'P signal is at'60' milli-amps whi'ch'immediately gets the brakes off bec'ause there is 3~
47,290 not much time available to try to. lock onto this new desired ~
speed code. To avoid this slow res:ponse of the brakesg when .:::
the vehicle 'first comes out .of o.verspeed the control should ask ~or no brakes and then let the speed maintaining system 150 control the vehicle speed from there. At bl.ock 314 when the vehicle ls detected to be. in an underspeed condition, at block 318 a check is made to see i~ the vehicle is at 0 speed. I~ the vehicle is at O.speed, at block 320.a check is made to see if the vehicle is ready to start moving; in ~' other words if the start-up time gate and the 'logic whlch operates with the start-up time gate is saying 'go'. I~ the vehlcle is stopped and should start moving, the start-up time gate provides a short duration signal to bypass and overcome the fact that there is no tachometer integrity detection. The vehicle is sitting at 0 speed, and to start it moving, it is necessary to bypass the tachometer integrity check to get the vehicle started. The speed maintaining program at .step 320 looks at that situation to det'ermine lf the vehicle should start moving or should not start moving and it checks the start-up time gate at block 320. I~ the start-up is disabled, then again the P signal is set to 60 milliamps at step 322. Now when the start-up time gate output signal is found at block 320 and the vehicle should .. ~
start moving, the speed maintaining program is then starting :
~rom a P signal of 60 milliamps and starts ramping from there es:sentially to avoid having to wait ~or the ~erk .' limited time to. get the brakes off since there is no actual ~erk of th:e ~vehicle in going from full brake to no brake when the vehic.le is already stop.ped', and thls enab.l`es the :
30 vehicle :to get :started a litt:le faster. At bIock 324 a ..
3 ~
1~7,~90 check is made to see lf a 0 speed command is received from the track circuit. If a zero speed command is sensed at block 324, the program goes through blocks 304 to 3I2 to set the P signal to 20 milliamps because the vehlcle is getting a 0 speed command. I~ the vehicle ~s not receiving a zero speed command then at block 326 a check is made to determine whether or not the speed control is in program stop already, with the program stop flag PSFGl set equal to l. If the speed control at step 326 is found to be already in program stop, then at block 328 a check is made to see i~ the re~erence velocitg called REF, whlch is the desired velocity, ls equal to the program stop velocity. If the speed control is not in program stop, then at block 330, in an effort to determine how close the vehicle speed is to the program stop velocity profile, an offset is added to the vehicle actual speed for comparison with the look ahead velocity. If the vehicle is now positioned between stations, both the program stop velocity and the look ahead velocity are set at a value above the highest command speed code the vehicle will receive. If the vehlcle is not actually in a program stop operation, then these checks will show that the vehicle is not in a program stop. At block 332 a check is made to see if the tach plus the added offset value temp is less than the look ahead velocity; and if notg then the vehicle is going at normal speed and is not in program stop, and the program goes to the label BGNl. However, if a program stop is found at step 332~ then at bIock 334 the reference is set again to the program stop velocity, since thIs is the velo-city the vehicle should follow. At block 336 the program stop flag PSFGl is set equal to FF hex which is true, such 73~
47,290 ''~
that the next time the program comes through block 326 it will come out of the yes' statement. Blocks 326 and 330 to 336 are provided to detect that the vehicle is in program stop, and once the program det'ects that the vehicle'should be in program stop then the program ~ust comes through ;
blocks 326 and 328, since the vehicle is approaching or is on the program stop profile.
Block 338 is provided to check if for some reason the train is going too slow. Since the vehicle is in pro~
gram stop mode and in the brake''mode, the P signal will never go above 60 milliamps and the brake slgnal will never go to a logic 1, so if for some reason, such as the' vehicle i~ going up a hill or ~here ls a tremendous amount of drag on the vehicle, causing the vehicle to go too slow, it is desired for the speed control to come back out of the program stop mode, at block 338, to get back onto the'normal speed ;' -maintaining mode, a check is made to see if the' vehicle ~;~
speed is 10 KPH below the program stop velocity, in other words, is the actual speed plus 10 KPH below this VELPS, which is the pro~ram stop profile velocity, and i~ so, the program goes to the '~GNl la'bel which leads to normal speed maintaining and out o~ program stop. This check at step~
338 normally would not provide a No output, but it could in `
theory, do so due to some abnormal vehicle situation so this option is included. Normally the program will come to block 340, whe're'a che'ck is made of the cutout car status; for ' program stop there is either a cutout car or there'ls not a cutout car. If the cutout car information indicates a cutout car switch is set by the operator, at step~'342 a cutout car flag is set whlch' is used later in the' program, . ' ~
?~738 Ll7 ~ 290 or the flag is cleared at step 344. Depending upon whether the cutout car flag is cleared or it is not cleared, the program now starts a flare out to help get the brakes off' and follow the desired decreasing vehic:le deceleration at khe end of this program stop profile, and this is starked at two different speeds~ depending upon whether the vehicle is not or is in cutout car. Block 346 determines whether the cutout car flag is cleared, and if lt is cleared, then block 348 checks to see if the program stop speed is equal to or 1~ less than 8 KPH. If the cutout car flag is not cleared, then at block 350 a check is made to see if the program stop velocity is equal to or less than 1~-1/2 KPH. If the pro~ram stop ~eloclty is above both of these speeds, the program comes out the No end of block 350 up to block 352 where a check ls made to see if the program stop flag PS~LG is set.
If it is set at step 35?~ that indicates that the program has been through this path before, so it goes to the control portion of the program. If the program has not been through this path before, the program stop constants will have to be set. The PI controller requires three constants for its intended operation. There is a Kl constant which is the proportional galn constant, K2 which is the integral gain constant and K3 which is an offset or lead term. The first time through the program stop~ these values are set to constants which can be unique to program stop and to change the characteristics of the PI controller system so that they more closeIy follow the program stop profile. It turns out in actual practice that in reIation to the constants Kl and K2, no matter what mode the speed control ~s in, they are set the same. Blocks 354 and 356 set Kl and K2. At block ,.~.
47~290 .~ ~14- - :
358 K3 temp is set to a value plus somethlng which is propor-tional to.th.e'actual speed the :vehic.le ls going. At block : 360 the check is made to see:whethe`r or not the :cutout car flag is set and whether or not :th.e vehic:le is in cutout car. ~ "
K3 is set: to this K3 temp at :block 362 or it is set to half of K3 temp at block 364. These resulks were obtained exper~
imentally and gave the best and smoothest following of the program stop profile. The constant K3 only gets used in program stop as a lead term since the speed contr:ol is ~' , -'' 10 trying to follo~ a ramp,' Any other tlme when it is desired :
to maintalng a constant velocity, the lead term ls not .., needed. Slnce'the program only goes through this path ''~
including step's 354 to 364 the first time the program detects ::
that it should go into program stop, the integrator should be at a known value so a;gain a momentary reset at block 366 ;
is provided to reset the 1ntegrator to zero. The lntegrator -' now is in the controller, but this ~ust initializes the. ::
integrator to a known ~alue. The program stop flag PSFLG is set in block 368 to FF and the next time the program comes '~
through the block 352 it goes immediately to the control section and skips presetking all these constants agaln. ~:
Now if the vehicle gets below the speed where the program stop starts flaring out, which ls coming out :of the blocks 348 or 350, the program goes to block 370 to: check - , .
the cutout :car status and set: a temporary register at block ;r 372 or 374 to a value of 1 or 2. Slnce the vehicle'de.celer~
: .' ation in this area is going to be .decreaslng, the' program starts.pulling this ~3 offset'b.ack towards 0,. and th~'s is . done :dep'ending on the vehicl'e sp:eed at two different rates and thi's is the'reason for bIocks 372 and 374. At bl'ock 376 t7~
47, 290 K3 temp is set equal to K3 temp minus temp, ~or decreasing the K3'constant and then at block 378 the cutout car flag setting ls checked such that based on the cutout car status the o~fset constant K3 is set to equal either K3 temp at block 380 or one-half of K3 temp at block 382. This decreases K3 temp by different amounts depending upon the cutout car status in block 370. In block 384, the proportional gain constant for the controller' is changed. At block 386 the integral constant is le~t at the same value. By experimental testing both the proportional and integral gains were changed, but it was determined that the integral gain really d:ld not have to be changed at this time although provision was made for changing the integral gain during this flare out if desired. The program now goes to the control section.
If the vehicle is not in program stop either at block 332 or 338 a no answer will take the program to ~3h3~
and thi~ i3 the normal speed maintaining portion of the ~' program. Since'the vehicle is not in program stop 3 the program stop flags PSFI,~ and PSFGl are both set equal to zero. At block 392 a cqmparison is made of the tach against the action velocity rninus two. I'he action velocity is what the vehicle is going to be working with because the vehicle speed is de~initely below the program stop pro~ile'and the , vehicle is between stations and not in program stop. If the : tach is greater such that the vehicle actual speed is greater than the' action velocity maximum speed point minus 2 KPH, in ,,, other words the vehicle is highe'r in speed than 2 KPH below the 'action veIocity so the vehicle should be in brake. At block 394 the' reference veIoclty is set equal to the: action veIocity minus 2. At block 396 the brake mode'is set and at ,. . ~.
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~ust speed maintaining at that actlon velocity.
BRI~F DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic showing o~ the passenger vehicle velocity control system operative in accordance with the present invention;
Figure 2 illustrates the microprocessor control apparatus provided for the control of a passenger train vehicle including the present speed maintaining operation;
Figures 3A, 3B, 3C and 3D illustrate the flow charts o~ the provided program routines in accordance with the present invention;
Figure 4 is a memory storage table showing the address locations of the variables stored in RAM; and F~gure 5 is a ~unctional illustration o~ the here provided PI controller apparatus.
.
3~ :
1~7~290 DESCRIPTION OF A PREFERRED EMBODIMENT '~
As shown in Figure 1 the central control comp,uter system 100 communicates wlth the station ATO and ATP equip-ment 102 to establish the proper vehlcle route~s and to set up des'ired spee'd profiles ~or the' track circuits by sending ~;
this information to the wayside boxes 104. This puts the speed code information on the track circuits 106 in the form of command speed codes. These speed codes are received by the vehicle antennas and prea'mplifiers for the an~ennas 108 and go into the speed decoding module 110 which takes the FSK serial speed codes and converts them :lnto serial logic level data as lndicated to the right and the le.~t of the speed decodlng module 110. This informati.on goes into the two microprocessors CPU 1 and CPU 2 for each individual train as the train is progressing down the track. In par~
ticular, the input/output modules 112 is operative with CPU
No. 2, and CPU 2 has stored within its memory a decoded maximum allowable speed. Also within the memory of CPU 2 is an lndication of the last received performance modification ~rom the ID system. The PI controller speed maintaining program 114 performs the vehicle speed maintaining function and generates a P-signal and a brake signal. The' character-istics of the brake slgnal are such that i~ it is a logic 1 which is defined as 100 milliamps, this permits the train vehicle to be in power and if i~ is a logic gero, which is defined as 0 mllliamps, the train vehicle is in brake. The P signal is such that 60 milliamps is lts mid-scale range and the train vehicle wants to essentially coast with'a 60 milliamp P signal; from 60 up to 100 milliamps is the' normal power range and from 60 down to 20 milliamps is t'he' normal 73l~
47,2~0 ~5~
,~
brake range. A P signal of 20 milliamps would call for full service brakes and a P signal of 100 milliamps would call ~or maximum acceleration. The P signal 116 and the brake signal 118-are shown coming out of the CPU modules 112 since ~ ;
the'CPU and I/0 modules are the' actual hardware that is where'the signals originate, whereas the program 114 is the software contained within the CPU 2. In the hardware, there ' -' ls an analog signal out of the I/0 module of CPU 2 wh1ch goes to a P signal generator module that converts that analog signal having a value from -2 to -10 volts into a 20 to lO0 milliamp P signal and then there is a logic level coming out of CPU 2 I/0 module which goes over to a P and brake signal generator module to turn the brake signal generator on or off as required to generate the 100 milli-amps or 0 milliamps. The P signal and the brake signal are put on train lines and go to each car vehicle ~or a multiple car vehicle train. The only CPU 2 doing this speed maintaln~
ing function is in the head end car. However, the P and ' ,'~
brake signals go to the propulsion and brake equipment 120 on each car. The propulsion brake control equipment 120 then converts these signals into motor current request and , brake pressure request. The vehicle motors and brakes 122 ;~
' control the actual train velocity. The train velocity is sensed by tachometers 124 physically mounted on the motor axles, and the tachometer signals then come back into the CPU 2 as a speed feedbaok. The function of the speed main-taining program 114 is to first determine what desired speed of the vehicle should be and then try to control the vehicle spee'd through'the P signal and the brake signal such that the'tach'ometer ~eedback agrees with'that desired spee'd'.
.
.
47,290 In Figure 2 there is shbwn in more detail the speed maintaining PI Controller System~ including hardware and software, in relation to a traln vehicle speed control system. The vehicle ant;ennas 140 provide speed code and control signals, such as the cutout car signals. The speed code information is supplied to the speed decoding system ; 142, and also the program stop reIated information is sup-plied to the program stop subsystem lLILIo The speed decoding system 142 provldes the maximum allowable speed modi~ied for the cutout cars, and this goes to the vehic].e desired velo-city system 146. The actual desired velocity input 148 lnto the speed maintaining controller system 150 -ls a combinatlon of the reference velocity input 152 from the speed decoding system 142 and the PM number 154 to provide an action velo city variable 156 which is stored in the CPU and is gener ated by the speed decoding system 142. The program stop velocity 158, the look ahead veIocity 160 and the action velocity 156 are utilized to determine the velocity 148.
The action velocity is the maximum speed modif`ied by cutout cars and modified by the PM speed requirements. There is also a PM acceleration limit such that the decoded PM code results in a limit to one half acceleration which is a direct lnput into the speed maintaining controller system 150. The desired velocity 148 uses this PM acceleration limit information or program stop veIocity informatlon, whichever is more restrictive. Also, the action vel:ocity is modified by subtracking either 2 or 4 KPH~ wlth the action velocity being an absolute maximum for controlling the vehicle speed below the action velocity, but not too far below it, or the vehicle station to station run t;imes will 47,290 be increased.
After the desired velocity 148 is established and whether the vehicle is allowed full acceleration or half acceleration, the PI controller system 150 then operates a software PI controller to generate the P signal 116 and the brake signal 118, which go to the propulsion and brake equipment 120. The propulsion and brake equipment 120 controls the motor vehicle 122, including the vehicle motor and brake. The vehicle is coupled to the tachometers 124.
In reality 4 tachometers are provided, with tachometer 4a being used for the speed feedback, although any one of them could be used to provi.de thi.s speed feedback signal. For the actual speed malntaining controller system 150~ only one tachometer 4a is used, and the actual speed signal gets fed back to the car carried~ATO equipment 162.
The desired velocity 148 that the PI controller system 150 is trying to maintain is a function of the mode that the vehicle ls in; in other words a dual aiming point is present dependlng upon whether the vehicle was in power or in brake. An ob~ective of the PI controller system 150 operation is to cut down on t;he number of power and brake mode change transitions.
The program routine shown in Figure 3A has at this time available as information inside the computer the action velocity 156 which is determined by the received speed codes modi~ied by the cutout car informatlon and further modified by P~ level, a program stop velocity 158, and a program stop look ahead velocity 160~ w~ich is the velocity the program stop program thinks the vehicle should be going at approx-imateIy one second i.n the future. In additionS there is an ~ {~
47,290 indication whether or not the performance modification wants the limit of one-half acceler'ation~ and there is the 'actual speed that the train vehicle is moving at present. The PI
controller system 150 will generate a P signal level, which will be between 20 and 100 milliamps, and a brake signal wh~ch'is going to be a l or a 0. The brake signal is ~ust a logic signal to make sure that all the cars in the train are in the same mode. Other auxiliary information provided to the speed maintaining program includes a non-vital roll back lndication ~rom tachometers 4a and 4b to verify that the vehicle is going in the proper direction. The program shown in Figure 3A starts at block 300. In block 302 a che'ck is made to see if the vehicle is moving in the rlght direction, i.e.' if a roll back indication is present. At block 304 the P signal is set to a value of 20 milliamps. At block 306 the P signal is passed through a ~erk limiter to limit its '~
rate of change and the PSIG1 is the input to the ~erk limiter and PSIG is the output of the jerk limiter such that the output wlll get to 20 milliamps at its ~erk limited ! ' ' 20 rate. At block 308 some of the program stop flags are ; ~' cleared. At block 310 the :Inbegral portion o~ the PI con-troller is reset to zero to keep it within the'desired range of control. At block 312 the brake mode is set, since 'the request is for 20 milliamps of P signal and the only way to get into the brake mode is for the brake signal to be low.
If there was no roll back at block 302 then at block 314 a ' 'check ie made to see whether or not the vehIcle is in an underspee'd condition. The 'speed maintaining program i5 operating underneath the overspeed umbrella such that if at step"314 the'vehicle is detected to be going faster than the 7~
47~290.
:' ~` 9~
maximum allowable speed based on the' speed co.de in~ormati:on now being re.ceived ~rom the track circuit, the 'P signal : generator will be turned off and this speed maintaining program will lose control since :the P signal, no matte~' what .
this program does with the P signal, is set to.~ero because ~.
the overspeed system has turned it off, and the o.verspeed system is req.uesting full service brakes. I~ block 3I4 detects that the overspeed condition exists, at block 316 '~
~; the P signal is set in midrange and the program goes again lO to blocks 306, 308, 310 and 312 where the P signal is set to the temporary value of 60 milliamps, any program stop flags '' are cleared, the integral controller' is reset, the brake' mode i5 set and the P signal will Jerk limit to 60 milli- ' amps.
The reason for picking the 60 milliamps value at ~;'' block 316 instead of again set'ting the P signal to 20 milli-amps at block 304, is to àvoid trouble coming out--of-over-. :
, ~
speed. If the vehicle is going at some high spee'd and then gets a lower speed code, the vehicle is controlled to slow down to this lower speed code. At the point where'the vehicle Just goes below this overspeed value, the' overspeed system permits the speed maintaining system 150 to control the vehicle and maintain the vehicle speed at a little beIow ~' the overspeed limit The prior art analog PI controller~' that was used in the past at this time had its output at 20 milliamps, and it did not start taking the brakes off immedi-. atel'y when'the vehicle came out of overspeed. With the : present control operation provi.ded by step 318, when the veh~'cle'comes: out of overspeed the'P signal is at'60' milli-amps whi'ch'immediately gets the brakes off bec'ause there is 3~
47,290 not much time available to try to. lock onto this new desired ~
speed code. To avoid this slow res:ponse of the brakesg when .:::
the vehicle 'first comes out .of o.verspeed the control should ask ~or no brakes and then let the speed maintaining system 150 control the vehicle speed from there. At bl.ock 314 when the vehicle ls detected to be. in an underspeed condition, at block 318 a check is made to see i~ the vehicle is at 0 speed. I~ the vehicle is at O.speed, at block 320.a check is made to see if the vehicle is ready to start moving; in ~' other words if the start-up time gate and the 'logic whlch operates with the start-up time gate is saying 'go'. I~ the vehlcle is stopped and should start moving, the start-up time gate provides a short duration signal to bypass and overcome the fact that there is no tachometer integrity detection. The vehicle is sitting at 0 speed, and to start it moving, it is necessary to bypass the tachometer integrity check to get the vehicle started. The speed maintaining program at .step 320 looks at that situation to det'ermine lf the vehicle should start moving or should not start moving and it checks the start-up time gate at block 320. I~ the start-up is disabled, then again the P signal is set to 60 milliamps at step 322. Now when the start-up time gate output signal is found at block 320 and the vehicle should .. ~
start moving, the speed maintaining program is then starting :
~rom a P signal of 60 milliamps and starts ramping from there es:sentially to avoid having to wait ~or the ~erk .' limited time to. get the brakes off since there is no actual ~erk of th:e ~vehicle in going from full brake to no brake when the vehic.le is already stop.ped', and thls enab.l`es the :
30 vehicle :to get :started a litt:le faster. At bIock 324 a ..
3 ~
1~7,~90 check is made to see lf a 0 speed command is received from the track circuit. If a zero speed command is sensed at block 324, the program goes through blocks 304 to 3I2 to set the P signal to 20 milliamps because the vehlcle is getting a 0 speed command. I~ the vehicle ~s not receiving a zero speed command then at block 326 a check is made to determine whether or not the speed control is in program stop already, with the program stop flag PSFGl set equal to l. If the speed control at step 326 is found to be already in program stop, then at block 328 a check is made to see i~ the re~erence velocitg called REF, whlch is the desired velocity, ls equal to the program stop velocity. If the speed control is not in program stop, then at block 330, in an effort to determine how close the vehicle speed is to the program stop velocity profile, an offset is added to the vehicle actual speed for comparison with the look ahead velocity. If the vehicle is now positioned between stations, both the program stop velocity and the look ahead velocity are set at a value above the highest command speed code the vehicle will receive. If the vehlcle is not actually in a program stop operation, then these checks will show that the vehicle is not in a program stop. At block 332 a check is made to see if the tach plus the added offset value temp is less than the look ahead velocity; and if notg then the vehicle is going at normal speed and is not in program stop, and the program goes to the label BGNl. However, if a program stop is found at step 332~ then at bIock 334 the reference is set again to the program stop velocity, since thIs is the velo-city the vehicle should follow. At block 336 the program stop flag PSFGl is set equal to FF hex which is true, such 73~
47,290 ''~
that the next time the program comes through block 326 it will come out of the yes' statement. Blocks 326 and 330 to 336 are provided to detect that the vehicle is in program stop, and once the program det'ects that the vehicle'should be in program stop then the program ~ust comes through ;
blocks 326 and 328, since the vehicle is approaching or is on the program stop profile.
Block 338 is provided to check if for some reason the train is going too slow. Since the vehicle is in pro~
gram stop mode and in the brake''mode, the P signal will never go above 60 milliamps and the brake slgnal will never go to a logic 1, so if for some reason, such as the' vehicle i~ going up a hill or ~here ls a tremendous amount of drag on the vehicle, causing the vehicle to go too slow, it is desired for the speed control to come back out of the program stop mode, at block 338, to get back onto the'normal speed ;' -maintaining mode, a check is made to see if the' vehicle ~;~
speed is 10 KPH below the program stop velocity, in other words, is the actual speed plus 10 KPH below this VELPS, which is the pro~ram stop profile velocity, and i~ so, the program goes to the '~GNl la'bel which leads to normal speed maintaining and out o~ program stop. This check at step~
338 normally would not provide a No output, but it could in `
theory, do so due to some abnormal vehicle situation so this option is included. Normally the program will come to block 340, whe're'a che'ck is made of the cutout car status; for ' program stop there is either a cutout car or there'ls not a cutout car. If the cutout car information indicates a cutout car switch is set by the operator, at step~'342 a cutout car flag is set whlch' is used later in the' program, . ' ~
?~738 Ll7 ~ 290 or the flag is cleared at step 344. Depending upon whether the cutout car flag is cleared or it is not cleared, the program now starts a flare out to help get the brakes off' and follow the desired decreasing vehic:le deceleration at khe end of this program stop profile, and this is starked at two different speeds~ depending upon whether the vehicle is not or is in cutout car. Block 346 determines whether the cutout car flag is cleared, and if lt is cleared, then block 348 checks to see if the program stop speed is equal to or 1~ less than 8 KPH. If the cutout car flag is not cleared, then at block 350 a check is made to see if the program stop velocity is equal to or less than 1~-1/2 KPH. If the pro~ram stop ~eloclty is above both of these speeds, the program comes out the No end of block 350 up to block 352 where a check ls made to see if the program stop flag PS~LG is set.
If it is set at step 35?~ that indicates that the program has been through this path before, so it goes to the control portion of the program. If the program has not been through this path before, the program stop constants will have to be set. The PI controller requires three constants for its intended operation. There is a Kl constant which is the proportional galn constant, K2 which is the integral gain constant and K3 which is an offset or lead term. The first time through the program stop~ these values are set to constants which can be unique to program stop and to change the characteristics of the PI controller system so that they more closeIy follow the program stop profile. It turns out in actual practice that in reIation to the constants Kl and K2, no matter what mode the speed control ~s in, they are set the same. Blocks 354 and 356 set Kl and K2. At block ,.~.
47~290 .~ ~14- - :
358 K3 temp is set to a value plus somethlng which is propor-tional to.th.e'actual speed the :vehic.le ls going. At block : 360 the check is made to see:whethe`r or not the :cutout car flag is set and whether or not :th.e vehic:le is in cutout car. ~ "
K3 is set: to this K3 temp at :block 362 or it is set to half of K3 temp at block 364. These resulks were obtained exper~
imentally and gave the best and smoothest following of the program stop profile. The constant K3 only gets used in program stop as a lead term since the speed contr:ol is ~' , -'' 10 trying to follo~ a ramp,' Any other tlme when it is desired :
to maintalng a constant velocity, the lead term ls not .., needed. Slnce'the program only goes through this path ''~
including step's 354 to 364 the first time the program detects ::
that it should go into program stop, the integrator should be at a known value so a;gain a momentary reset at block 366 ;
is provided to reset the 1ntegrator to zero. The lntegrator -' now is in the controller, but this ~ust initializes the. ::
integrator to a known ~alue. The program stop flag PSFLG is set in block 368 to FF and the next time the program comes '~
through the block 352 it goes immediately to the control section and skips presetking all these constants agaln. ~:
Now if the vehicle gets below the speed where the program stop starts flaring out, which ls coming out :of the blocks 348 or 350, the program goes to block 370 to: check - , .
the cutout :car status and set: a temporary register at block ;r 372 or 374 to a value of 1 or 2. Slnce the vehicle'de.celer~
: .' ation in this area is going to be .decreaslng, the' program starts.pulling this ~3 offset'b.ack towards 0,. and th~'s is . done :dep'ending on the vehicl'e sp:eed at two different rates and thi's is the'reason for bIocks 372 and 374. At bl'ock 376 t7~
47, 290 K3 temp is set equal to K3 temp minus temp, ~or decreasing the K3'constant and then at block 378 the cutout car flag setting ls checked such that based on the cutout car status the o~fset constant K3 is set to equal either K3 temp at block 380 or one-half of K3 temp at block 382. This decreases K3 temp by different amounts depending upon the cutout car status in block 370. In block 384, the proportional gain constant for the controller' is changed. At block 386 the integral constant is le~t at the same value. By experimental testing both the proportional and integral gains were changed, but it was determined that the integral gain really d:ld not have to be changed at this time although provision was made for changing the integral gain during this flare out if desired. The program now goes to the control section.
If the vehicle is not in program stop either at block 332 or 338 a no answer will take the program to ~3h3~
and thi~ i3 the normal speed maintaining portion of the ~' program. Since'the vehicle is not in program stop 3 the program stop flags PSFI,~ and PSFGl are both set equal to zero. At block 392 a cqmparison is made of the tach against the action velocity rninus two. I'he action velocity is what the vehicle is going to be working with because the vehicle speed is de~initely below the program stop pro~ile'and the , vehicle is between stations and not in program stop. If the : tach is greater such that the vehicle actual speed is greater than the' action velocity maximum speed point minus 2 KPH, in ,,, other words the vehicle is highe'r in speed than 2 KPH below the 'action veIocity so the vehicle should be in brake. At block 394 the' reference veIoclty is set equal to the: action veIocity minus 2. At block 396 the brake mode'is set and at ,. . ~.
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4 7 , 29 O
` -16- ~
'::
blocks 3g83 399 and 400 the Xl, K2, K3 constants are set.
At block 3g2 if the vehicle speed ls not greater than the `
action velocity minus 2~ at block 402 a check is made to see if the vehicle speed is less than 4 KPH below the action ; velocity to determine if the vehicle should be in the power ~ mode.' This illustrates the provided dead band, since the '~ brake maintaining point is 2 KPH below the action velocity ' ~` ' and the power maintaining point is 4 KPH below, so the vehicle speed can essentially drift between these two with no change in modes. It i9 only when the vehicle speed gets higher than 2 KPH below or lower khan 4 KPH below that a mode change occurs. If the vehicle speed is more than 4 KPH
below the action veloclty, at block 404 the reference'velo-city is set equal to the action velocity minus 4 KPH, at '~
block 406 the'power mode is set, and blocks 408, 410 and 412 set the constants Kl, K2 and K3 the same as blocks 398, 399 and 400 to have the same constants and the same system gains ~or power or brake. A provision is made to provide different constants in the brake mode as compared to the power mode.
20 If the vehicle speed is in this deadband because it is below ~;
the higher speed at block 3g2 and above the lower speed at block 402, then at block 414 a check is made to see' if the vehicle is in power. I~ the answer is yes, at blo'ck 416 the ' ' reference is set equal to the action velocity minus 4, ~'~ because'the vehicle should stay in power and that is the reference velocity for the power mode. If the vehicle is not in power at block 414, then it must be in brake, so at block 418 the reference velocity is set equal to the action velocity minus 2, because it should stay in brake and no mode set'ting is done because the' mode is still set' from : .
llSJ~3~3 47, 290 . where it was before. The program now goes to.Figure 3B of the speed maintaining program. .
Since the program sho'wn in Figure 3B ls working with unsigned numbers, the absolute. value of speed error is .' calculated and then a flag is s.et. to indicate whether it is overspeed. or underspeed. At block 440 a check ts made to see :if actual speed is greater or equal to the reference .
velocity. If it is not and the vehIcle is golng slower than the reference velocity, at block 442 an underspeed flag is set, and at block 444 the speed error prime is set equal to the re~erence minus the tach. At block 440 i.f the vehicle speed is equal to or above the reference speed, then at block 446 the underspeed ~lag is set equal to zero and at block 448 the speed error prime SE' is set equal to the tach ~ ~;
minus the' reference, whlch again is the larger number minus the smaller number. It could be the tach is equal to the reference spee`d, in which case at block 448 this would be .
the equal minus the equal and'the result is zero. At block 450 a check ls made to see lf this speed error prime is 20 greater than 15, and if so at block 452 it is held to 15; in other words this is the dynamic range on the input where 15 ~ `
is 7-1/2 KPH plus or minus. If the speed error prime is . ~
greater than 15 in block 452, it is set to 15 and if lt is .' ' not greater than 15 lt is left at whatever lt is. At block ;' 454 the pro~orti.onal gain called PP is set equal to O.Kl times 16 times: the speed error, where 16 is ~ust a scale 'factor to increase the resoluti:on, and O.Kl is used because :
the multipllcation is an eight blt number tlmes an eight bit ': number where what is desired is an eight bit result :so that the KI el'ght' bit number is considered as a fractional porti:on;
r~'~8 47,290 in other words it is whatever the number is, divided by 256, times the other number, and the result will be an eight bit number. The maximum value of Kl is effectively 1~ and the block 4S4 multiplies by less than unity gain. The scaling on the ultimate P signal output is 102 which is 40 milliamps, and the control is working from a 60 milliamps point going 40 milliamps higher or 40 milliamps lower, so to provide a `
limit within that range, at block l156 a check is made to see lf the PP term is greate;r than 102 which is the maximum limit. The range in either power or brake is 40 milliamps, and at block 456 a check is made to see if the PP term is greater than 40 milliamps, and if it is then at block 458 it ls set to what corresponds to 40 milliamps and if it isn't then the PP term is left at whatever it is. At block 460 in relation to numerical integration, the delta integral term PIl, in other words, that which is changed since the last ~
time~ is set equal to O.K2 times the speed prime, which ~ ;
provides the change in the integral term since the last time through this program at 18 times a second. At block 462, if the underspeed f`lag is equal to zero, then the program goes to overspeed and if it not equal to zero the program goes to UNSP. Taking the underspeed case out of block 462, at block 464~ since it is desired to simulate the PI controller, which is proportional to the ratio of the two capacitor values and the integral portion is proportional to Rl and C2. The advantage of doing the controller this way is any time the output of the amplifier of this PI controller is in saturation, the integral portion is essentially res~et and the integral portion always has a maximum value of the difference bet~een what the output is and the saturation 3L~Ll~Qr~38 47,290 limit. This keeps the integral oportion of the controller within bounds, so at block 464 PIMAX is set to ~ull scale 102 mlnus whatever the proportional part is; i~ it were far enough out that the proportional part is full scale~ then PIMAX is zero. At block 466 the integral portion is set to the past value plus the change which is PI plus PIl and khls is digital integration. At block 468 a check ls made to see if PI is positive, and if it is positive, at block 470 a check is made to see i~ it is greater than PI max. At block 472 if PI is greater than PI max, then PI is set to PI max.
If PI ls not positive at block 468 or less than PI max at block 470, then PI is left at whatever it was. At block 474 ( p ~5~n~l J ~ ) PSIGl~is set equal to 153, which is the midpoint corresponding to 60 milliamps, plus the proportional portion PP plus the integral portions PI minus K3 which is the lead term. The only time the lead term K3 is used is in the brake mode, which means K3 even if it is a positive value wants to get treated like a negative value going towards a lower P signal value so it is always subtracted, and its sign is not carried through.
i I~ at block 462 the vehicle is going too fast and ; is above the reference speed, then at block 476 PI max is set equal to 102 minus the proportional portion PP, and since the vehicle is overspeed and now working in this region from 60 milliamps down to 20 milliamps, the K3 lead term is subtracted. For the typical speed maintalning K3 ls at zero, but in program stop K3 has some value. At block 476 PP is subtracted which can be up to a value o~ 102 and K3 is subtracted which can result in a non-zero value, so P
max at bIock 476 could go below zero and go negative in 47,290 '. :,;
which case it should be made ~ero, again the program is now .
worklng with.signed numbers,:but :is handling the'signs as .~
either an additlon or subt'racti:on ba.sed on underspee.d` or `-' overs.pee~d. The minimum value 'of PI max should be zero, so at block 478 a check is made to s.ee if :lt went below that, ~`
and if it did, at block 4Bo it is set to zero; othe'rwise ~'~
PIMAX is le~t at what it was. At block 482, since'the~ ;;~ ';
vehicle is going too fas~t,~the integral porti:on ls essenW .~
, tially going less posit~ve 'and more :negative, so it is 10 deslred to subtract this~delta amount PIl from whatever the `~
past value was, so PI ià 'set: equal to PI minus PIl. At .:
block 484 a check i~ made to aee if PI is negati~e. I~ it is, at block 486 a check is made to see 1~ the.absolute . ~.
value 'o~ PI is greater than PI max. If PI is negative, it : .' ls desired to see lf thè value' of PI is less than the max- `~''r '. ', '; ~" . ' ~ imum value PI max. I~ it lsn'~t, then at block 488 PI is set ':; -.
'' e~ual to minus PI max. If PI is not negat.ive at block 484, . ~::
~'. or the magnitude is lèss than lts allowed magnitude at block .
486, the `program skips ~h~ block 488. At block 490, PSIGl is 20 generated as the 153, or 60 milliamps, midpoint,.minus K3 plus PI and minus PP. PI'is added because it can be a ;
negative number, so it takes care of its own sign. The ;~
. . ;~
'`~ proportional part PP, since'the vehlcle is in overspeed, is a positve magnitude, but it should be subtracted' from the P
~' signal. So block 490 calculates' PSIG I. At block 490, :~ ~OSL6l since the program subtracts PP and K3, the-~-s~nK~-~ can `actually go;beIow the` minimum value .~hich is 51, so ak block 492 a chec'k'is made 'to see:'if it is less than the~ equivalent :.
of 20. milliamps, and 1~ it is, at block 494 it is held to 20 milliamps. Either one'of the underspeed or the'overspeed . . ~ . .
3~
47,290 , -21-path goes' to block 496~ where a check ls made to see if the P signal PSFGl is not equal to .zero. If the vehicle 'is in program stop, then it would be ni.ce:to be able to get the vehicle back into the power mode if it is going too slow.
At block 498 a check is made to see if PSIGl is greater than 63 milliamps, and if it is then at block 500 the power mode is set. At block 498, if PSIGl is not greater than ~3 milliamps, then at block 502 a check is made to see i:~ it is less than 147 which represents 57 milliamps. If PSIGl is 10 not les's than 147, this program is done~ and if it is, then : :
at block 504 the brake mod~ is set, so thls is dolng hyster-esis on the' P signal to determine brake or power' mode lf the vehicle is in program stop. At block 496, if the vehicle ls not in program stop, at block 506 a check is made to see' if it is in power mode. If the 'vehicle is in power, at block 508 a check is made to see if the P signal is less than 153 ,.. ,. or 60 milliampsg the vehicle is in power mode and the P,~;ij ~" signal should be less than 60 mllliamps. If not, it is held to 60 milliamps at block 510, and since the only thlng that ' 20 can take the P signal to less than 60 milliamps is the . ~.
integral portion PI, it is reset to ~ero at block 512. Then '~. at block 514 a check is made to see if PMACC is set, and ., .
~' that is the indication that a limit of half the acceIeration ls desired. If that is set ak block 516, a check ls made to .' see if the P signal is greater than 220 corresponding to 82 ,~
;~ milliamps, which is one half acceIeration. At block 518 the . integral controller PI is checked to see if it is equal to or greater t~an +lj the 'integral portion PI of the'con-troller is the reason for the hi.gher P signals. If it :is, at block 520 1 is subtracted from PI. If the P si.gnal is 73~ ::
47,290 :;
22~
above 82'milliamps at block.516,.at block 522.it :is limi.ted '.~' to 82 mllliamps. At bIock'506, if the`.~ehic.le is not in powerg it is in brake. At bIock'.524 a check is made to see if the'P signal is above 60 milliamps, and it is at block :~.
526 that :the integral portion PI of the control.ler is set to ` ';
zero, and at block 528 the P signal is limited to 60 milli~
amps. The program now goes to the jerk limit program which ~erk limits the P signal, ,~ :
At block 540 a check is made to see 'i~ the P
10 signal is less than r slgn~ l, and if it is, at block 542 ~ `
~' the dif~erence is established. At block 54l~ that di~-.. ference is greater than 6, it is limited to 6 at block 546.
~. At block 548 the P signal is set equal to the P signal minus .~ ' ." that limited difference temp. Back to block 540, if the P
~s ~
:' signal is not lesæ than r ~ignal 1, then at block 550 the ::
'~ program again finds the'difference between the two values.
.~ ~
. At bIock 552 if this difference'temp is greater than 6, it is limited to 6 at block 554. At block 556 the P signal is ~;
, '~ set equal to the P signal minus the difference temp, and the f'5f ~1 :
.. ~ 20 functions such that the P signal will go towards the r ., .
sig~al 1 at the maximum rate of 6 units for each'pass through the program every 18th of a sec'ond, and 6 times' 18~is 108, . so the ~erk limiter permits a change of 108 units in one : second. Since 102 is a full scale range for the' P signal, lt can go from essentially 60 milliamps to 100 milliamps, or ^
from 60 milliamps to 20 milliamps in ~ust slight'ly less than . 1 second, and a one second limiting rate is desired. At :
: blook 558 the' P signal'is output. At block 560.t.he output mode ls used to turn the brake'signal on or off.
The tables in Figure'4 show the RAM variables Kl, . :
.
~ . -. i :
rj7~3~ :
47,290 ` -23-K2 and K3 which are the gain constants set by khe' program.
~51~ 1 The'P slgn~l 1 in location 053 is the unjerk limited P
signal reques't. PI is the integrator results; it is the output of the 'integrator, and it is a double byte. The integral component PIl o~ the' controller is the change every 18th of a secondg and it is agaln a double byte'variable.
These are doubIe bytes since the program is working with such small units on a per cycle basis, if only an eight bit resolution were provided this delta PI might always be zero and could be lost as a`re$'ult of rounding error. The ~ol-lowing table is provided to define the various labels shown , ' in Figure '4 of the drawings.
,: ':
.,.'1 . , ~ .
.:', " "
, , .
.' . ', ' .
,~
~ i . ~,:
, '~
47,290 LABEL: DEFINITIONo . . .
Kl Proportional Gain Constant K2 Integral Gain Constant :
~: K3 Offset Constant PSIGl P-Signal before Jerk Limiting PI Integrator Result .
PIl Change in Integrator Result per 1/18 second = K2* ¦tach - reb¦ :
UNDER Flag, = FF when tach ~ command, - O when tach command PP Proportional Result - Kl* 16* ¦tach cornrn¦
PIMAX Maximum Value far Integer Portion of PI such that PI ~ PP never exceeds full scale (+ 40 ma) ::
PSFLG Flag Set ~irst tlme thru Prog Stop Routine~
0 = was not in Prog Stop . FF ~ was in Prog Stop . SPDER Speed Error (Comrn - Act) used for monitoring only K3 TMP 1'emporary Storage for K3 PSFGl Flag to indicate in Prog Stop ~. 20 0 = not ih Prog Stop :~
.. ~ 1 = In Prog Stop OUT61 Output Port 61 Storage .: BRK-SIG Generator Control Bit~ 0 = On = In Power, 1 = Of~ - In Brake VELAC Action Velocity = Lessor of Speed Code or PM Speed .; 2 bits/KPF
VELPS Program Stop Velocity a function of dlstance to go . 2 bits/KPF
VELLA Prog Stop look ahead veIocity = VELPS one second ~ :
~rom now 2 bits/KPF
PSIG P-signal - after Jerk Limiter tlO2 bits = 40 ma) : PMACC 1 = 1/2 acceleration max, 0 - full acceleration allowed IN73. Data. from input port 73 COC.~6 ~ Either bit = 0 means follow reduced acceleratlon COC 71 J Prog Stop Pro~ile ACTSP (Tach) Actual Train ~eIocity 2 bits/~PH ;
REF Re.~.erence VeIocity: = VELPS lb in Prograrn Stop = VELAC - 4 KPH lb in :Power = VELAC - 2 KPH lb in Brake 73~
47,290 The purpose o~ the :s.pee:d maintaining program is to contr.ol the train velocity: t~rough a train acce:Ierati:on request~ and this acceleration request :Is based on the re-ceived sp~eed code, the train vehicle actual speed and the program stop desired velocity. The program takes: this speed code velocity or the program stop velocity, whichever is lower, and looks at how they are converging. If they are convergingy the program combines th.is with the vehic:Le actual speed tachometer informati:on to come up with an acceIeration control for the vehicle such that the vehicle will follow the more restricti.ve o~ these speeds. In the prior art an acceleration request was generated ~rom the speed code and the tach and also ~rom the program stop velocity and the tach and whIchever was asking for le~s acceIeration or more decelerationg that would be the one that would control the speed of the train, such that essen-tially two separate closed loop velocity control systems were provided and the problem was to stabilize two separate control loops.
The present speed maintaining control apparatus requires only one controller: and the restricti.ve speed selection is provided ahead of that controller. Since the speed code velocity is typically not changing and the pro-gram stop velocity is changing, it is not desired that the vehicle should make a sudden change in acceleration to follow this changing control signal, so the look ahead .. velocity is used to determine when it is time to go in the program stop operation and ~ollo~ the program stop veloclty, so the transition is based on the time and the dif~erence between the program stop veIocity and the amount of the P
3~3 ~
47,290 signal that is presently being requested which is an indi- '' cation of the present actual acceIeration. This permits the vehicle'to start going into brake a litt:Le bit sooner than might be obvious from ~ust looking at the exact program stop veIocity to get the proper acceIeration or dec`eIeration for the'train to approximately follow the program stop velocity and not end up o~ershooting. Before the vehicle approaches ~ ~' a station both the program stop velocity and the look ahead velocity are large numbers. When the vehicle senses the program stop tape the latter two velocities become some numbers which are larger than the present speed maintaining velocity, and then these~two numbers in the program stop will start dec'reasing as';~the vehicle continues into the station. The look ahead velocity is compared against the' ' . ,: .
spee'd that the`vehicle is going plus the offset term which is a function of the amount of P signal requested to allow the vehi'cle to be accelerati.ng towards the program stop `
curve and to be in program stop sooner than if maintaining constant speed because it~would take longer to ~erk limit 20 out o~ this acceleration into the program stop braking rate. ~' Ideally, it i9 desired to hit the program stop velocity at ';~
the program stop nominal deceleration rate which is 0.85 meters per second. The look ahead velocity and the P signal "
are used to determine when the vehicle wlll go into program stop, and the' K3 lead term in software is set to the nominal P signal acoeIeration or dec'eleration so the train signal will start going towards the deceleration rate and hopefully when it reaches' that decleration rate it will be on the '-~ program stop curve. The'P signal offset causes the~`train vehicle`to start decelerating, and then instead o~ using the 3~
` 47~290 reference .veI.ocity with the .tachbmet:er for sp.eed maintain-- :
ing, the program stop velocity .versus the ta:chbmet'er is used to genera.te 'the P signal, plus the :P signal is forced toward brake:at this time. It turns out. that when this is done the ~: .
program stop .velocity ls sti.ll above the vehicle'actual - veIocity so the train wants to spee'd. up, however this offset is saying for the train to slow down, and there is an open loop operation where the vehicle wants to be slowing down, but yet the speed error is req:uesting a speed-up, and the : ~' two signals sort of oppase each other, and by the.time the P
signal goes' into brake ~hen starts coming off in a Jerk llmited manner, the vehicle 'is on the program skop curve.
~hls allows the vehicle ko hit the' program stop curve 'tan-gentlally, even though it might have been accel'erating before going into the program stop. The look ahead velocity i8 treated as if lt is ~ust a parallel but lower velocity ~ curve to the program stop veIoclty. When khe vehicle 'is on :~
the program stop curve and now the conkroller is looking at ' the 'difference between the program stop velocity and the ' 20 actual velocity to control the P signal, there is stlll the of~set in the P signal. To allow the train vehicle to follow the flare-out ~t the'end of a program stop, at a ~ :
particular speed approximately where the program stop table starts its flare-out, the offse~: starts to be removed. This ~-.
allows the'train to follow the flare-out of the program stop ;' curve. Since. the'theoretical acceleration of the program . stop tabl:e'is lncreasing, bec'oming.less negati:ve down at :the low speeds,: the 'P slgnal should start asking for les's brakes at the lower spee'd.
The'speed maintaining is set up so that. a 2''KPH
47,290 '~~;, ~28 deadband is provided. As long as the vehicle is 4 KPH beIow the commanded speed, it will stay in power until it gets to 2 KPH bel'ow the commanded spee'd, and then lt will go into brake'and stay in brake until it gets back to 4 KPH below the'speed command. If the vehicle is in program stop~ the power brake change over is purely determined by hbw much P
signal is requested; if it is for more than 63'mllliamps, the vehicle goes lnto power, and if it is for less than 57 milliamps the'vehicle goes,into brake.
In Figure 5 there 'is functionally shown an emula-tion of the PI controller system of the present invention.
The proportional gain relationship is as follows:
C~ 16 * KPH ~ 102 bitS
The normal operational limits for the proportional gain are:
ma/~KPH '';~' Brake , 6.27 Power , ' 6.27 Program Stop 7.84 Program Stop Final 9.41 The integral time constant relationship is as follows:
.~ .
* 26 71 ~ _40 bait * 18 times in ma/~KPH sec.
~ he normal operational limits for the integral time constant are:
~ .
: ~:
3~
47,290 ma/~KPH/sec, Brake o.88 Power o.88 Program Stop 0.44 Program Stop Final 0.44 These gain relationships can easily be changed ~or a system where speed is denoted in miles per hour.
'' .'
` -16- ~
'::
blocks 3g83 399 and 400 the Xl, K2, K3 constants are set.
At block 3g2 if the vehicle speed ls not greater than the `
action velocity minus 2~ at block 402 a check is made to see if the vehicle speed is less than 4 KPH below the action ; velocity to determine if the vehicle should be in the power ~ mode.' This illustrates the provided dead band, since the '~ brake maintaining point is 2 KPH below the action velocity ' ~` ' and the power maintaining point is 4 KPH below, so the vehicle speed can essentially drift between these two with no change in modes. It i9 only when the vehicle speed gets higher than 2 KPH below or lower khan 4 KPH below that a mode change occurs. If the vehicle speed is more than 4 KPH
below the action veloclty, at block 404 the reference'velo-city is set equal to the action velocity minus 4 KPH, at '~
block 406 the'power mode is set, and blocks 408, 410 and 412 set the constants Kl, K2 and K3 the same as blocks 398, 399 and 400 to have the same constants and the same system gains ~or power or brake. A provision is made to provide different constants in the brake mode as compared to the power mode.
20 If the vehicle speed is in this deadband because it is below ~;
the higher speed at block 3g2 and above the lower speed at block 402, then at block 414 a check is made to see' if the vehicle is in power. I~ the answer is yes, at blo'ck 416 the ' ' reference is set equal to the action velocity minus 4, ~'~ because'the vehicle should stay in power and that is the reference velocity for the power mode. If the vehicle is not in power at block 414, then it must be in brake, so at block 418 the reference velocity is set equal to the action velocity minus 2, because it should stay in brake and no mode set'ting is done because the' mode is still set' from : .
llSJ~3~3 47, 290 . where it was before. The program now goes to.Figure 3B of the speed maintaining program. .
Since the program sho'wn in Figure 3B ls working with unsigned numbers, the absolute. value of speed error is .' calculated and then a flag is s.et. to indicate whether it is overspeed. or underspeed. At block 440 a check ts made to see :if actual speed is greater or equal to the reference .
velocity. If it is not and the vehIcle is golng slower than the reference velocity, at block 442 an underspeed flag is set, and at block 444 the speed error prime is set equal to the re~erence minus the tach. At block 440 i.f the vehicle speed is equal to or above the reference speed, then at block 446 the underspeed ~lag is set equal to zero and at block 448 the speed error prime SE' is set equal to the tach ~ ~;
minus the' reference, whlch again is the larger number minus the smaller number. It could be the tach is equal to the reference spee`d, in which case at block 448 this would be .
the equal minus the equal and'the result is zero. At block 450 a check ls made to see lf this speed error prime is 20 greater than 15, and if so at block 452 it is held to 15; in other words this is the dynamic range on the input where 15 ~ `
is 7-1/2 KPH plus or minus. If the speed error prime is . ~
greater than 15 in block 452, it is set to 15 and if lt is .' ' not greater than 15 lt is left at whatever lt is. At block ;' 454 the pro~orti.onal gain called PP is set equal to O.Kl times 16 times: the speed error, where 16 is ~ust a scale 'factor to increase the resoluti:on, and O.Kl is used because :
the multipllcation is an eight blt number tlmes an eight bit ': number where what is desired is an eight bit result :so that the KI el'ght' bit number is considered as a fractional porti:on;
r~'~8 47,290 in other words it is whatever the number is, divided by 256, times the other number, and the result will be an eight bit number. The maximum value of Kl is effectively 1~ and the block 4S4 multiplies by less than unity gain. The scaling on the ultimate P signal output is 102 which is 40 milliamps, and the control is working from a 60 milliamps point going 40 milliamps higher or 40 milliamps lower, so to provide a `
limit within that range, at block l156 a check is made to see lf the PP term is greate;r than 102 which is the maximum limit. The range in either power or brake is 40 milliamps, and at block 456 a check is made to see if the PP term is greater than 40 milliamps, and if it is then at block 458 it ls set to what corresponds to 40 milliamps and if it isn't then the PP term is left at whatever it is. At block 460 in relation to numerical integration, the delta integral term PIl, in other words, that which is changed since the last ~
time~ is set equal to O.K2 times the speed prime, which ~ ;
provides the change in the integral term since the last time through this program at 18 times a second. At block 462, if the underspeed f`lag is equal to zero, then the program goes to overspeed and if it not equal to zero the program goes to UNSP. Taking the underspeed case out of block 462, at block 464~ since it is desired to simulate the PI controller, which is proportional to the ratio of the two capacitor values and the integral portion is proportional to Rl and C2. The advantage of doing the controller this way is any time the output of the amplifier of this PI controller is in saturation, the integral portion is essentially res~et and the integral portion always has a maximum value of the difference bet~een what the output is and the saturation 3L~Ll~Qr~38 47,290 limit. This keeps the integral oportion of the controller within bounds, so at block 464 PIMAX is set to ~ull scale 102 mlnus whatever the proportional part is; i~ it were far enough out that the proportional part is full scale~ then PIMAX is zero. At block 466 the integral portion is set to the past value plus the change which is PI plus PIl and khls is digital integration. At block 468 a check ls made to see if PI is positive, and if it is positive, at block 470 a check is made to see i~ it is greater than PI max. At block 472 if PI is greater than PI max, then PI is set to PI max.
If PI ls not positive at block 468 or less than PI max at block 470, then PI is left at whatever it was. At block 474 ( p ~5~n~l J ~ ) PSIGl~is set equal to 153, which is the midpoint corresponding to 60 milliamps, plus the proportional portion PP plus the integral portions PI minus K3 which is the lead term. The only time the lead term K3 is used is in the brake mode, which means K3 even if it is a positive value wants to get treated like a negative value going towards a lower P signal value so it is always subtracted, and its sign is not carried through.
i I~ at block 462 the vehicle is going too fast and ; is above the reference speed, then at block 476 PI max is set equal to 102 minus the proportional portion PP, and since the vehicle is overspeed and now working in this region from 60 milliamps down to 20 milliamps, the K3 lead term is subtracted. For the typical speed maintalning K3 ls at zero, but in program stop K3 has some value. At block 476 PP is subtracted which can be up to a value o~ 102 and K3 is subtracted which can result in a non-zero value, so P
max at bIock 476 could go below zero and go negative in 47,290 '. :,;
which case it should be made ~ero, again the program is now .
worklng with.signed numbers,:but :is handling the'signs as .~
either an additlon or subt'racti:on ba.sed on underspee.d` or `-' overs.pee~d. The minimum value 'of PI max should be zero, so at block 478 a check is made to s.ee if :lt went below that, ~`
and if it did, at block 4Bo it is set to zero; othe'rwise ~'~
PIMAX is le~t at what it was. At block 482, since'the~ ;;~ ';
vehicle is going too fas~t,~the integral porti:on ls essenW .~
, tially going less posit~ve 'and more :negative, so it is 10 deslred to subtract this~delta amount PIl from whatever the `~
past value was, so PI ià 'set: equal to PI minus PIl. At .:
block 484 a check i~ made to aee if PI is negati~e. I~ it is, at block 486 a check is made to see 1~ the.absolute . ~.
value 'o~ PI is greater than PI max. If PI is negative, it : .' ls desired to see lf thè value' of PI is less than the max- `~''r '. ', '; ~" . ' ~ imum value PI max. I~ it lsn'~t, then at block 488 PI is set ':; -.
'' e~ual to minus PI max. If PI is not negat.ive at block 484, . ~::
~'. or the magnitude is lèss than lts allowed magnitude at block .
486, the `program skips ~h~ block 488. At block 490, PSIGl is 20 generated as the 153, or 60 milliamps, midpoint,.minus K3 plus PI and minus PP. PI'is added because it can be a ;
negative number, so it takes care of its own sign. The ;~
. . ;~
'`~ proportional part PP, since'the vehlcle is in overspeed, is a positve magnitude, but it should be subtracted' from the P
~' signal. So block 490 calculates' PSIG I. At block 490, :~ ~OSL6l since the program subtracts PP and K3, the-~-s~nK~-~ can `actually go;beIow the` minimum value .~hich is 51, so ak block 492 a chec'k'is made 'to see:'if it is less than the~ equivalent :.
of 20. milliamps, and 1~ it is, at block 494 it is held to 20 milliamps. Either one'of the underspeed or the'overspeed . . ~ . .
3~
47,290 , -21-path goes' to block 496~ where a check ls made to see if the P signal PSFGl is not equal to .zero. If the vehicle 'is in program stop, then it would be ni.ce:to be able to get the vehicle back into the power mode if it is going too slow.
At block 498 a check is made to see if PSIGl is greater than 63 milliamps, and if it is then at block 500 the power mode is set. At block 498, if PSIGl is not greater than ~3 milliamps, then at block 502 a check is made to see i:~ it is less than 147 which represents 57 milliamps. If PSIGl is 10 not les's than 147, this program is done~ and if it is, then : :
at block 504 the brake mod~ is set, so thls is dolng hyster-esis on the' P signal to determine brake or power' mode lf the vehicle is in program stop. At block 496, if the vehicle ls not in program stop, at block 506 a check is made to see' if it is in power mode. If the 'vehicle is in power, at block 508 a check is made to see if the P signal is less than 153 ,.. ,. or 60 milliampsg the vehicle is in power mode and the P,~;ij ~" signal should be less than 60 mllliamps. If not, it is held to 60 milliamps at block 510, and since the only thlng that ' 20 can take the P signal to less than 60 milliamps is the . ~.
integral portion PI, it is reset to ~ero at block 512. Then '~. at block 514 a check is made to see if PMACC is set, and ., .
~' that is the indication that a limit of half the acceIeration ls desired. If that is set ak block 516, a check ls made to .' see if the P signal is greater than 220 corresponding to 82 ,~
;~ milliamps, which is one half acceIeration. At block 518 the . integral controller PI is checked to see if it is equal to or greater t~an +lj the 'integral portion PI of the'con-troller is the reason for the hi.gher P signals. If it :is, at block 520 1 is subtracted from PI. If the P si.gnal is 73~ ::
47,290 :;
22~
above 82'milliamps at block.516,.at block 522.it :is limi.ted '.~' to 82 mllliamps. At bIock'506, if the`.~ehic.le is not in powerg it is in brake. At bIock'.524 a check is made to see if the'P signal is above 60 milliamps, and it is at block :~.
526 that :the integral portion PI of the control.ler is set to ` ';
zero, and at block 528 the P signal is limited to 60 milli~
amps. The program now goes to the jerk limit program which ~erk limits the P signal, ,~ :
At block 540 a check is made to see 'i~ the P
10 signal is less than r slgn~ l, and if it is, at block 542 ~ `
~' the dif~erence is established. At block 54l~ that di~-.. ference is greater than 6, it is limited to 6 at block 546.
~. At block 548 the P signal is set equal to the P signal minus .~ ' ." that limited difference temp. Back to block 540, if the P
~s ~
:' signal is not lesæ than r ~ignal 1, then at block 550 the ::
'~ program again finds the'difference between the two values.
.~ ~
. At bIock 552 if this difference'temp is greater than 6, it is limited to 6 at block 554. At block 556 the P signal is ~;
, '~ set equal to the P signal minus the difference temp, and the f'5f ~1 :
.. ~ 20 functions such that the P signal will go towards the r ., .
sig~al 1 at the maximum rate of 6 units for each'pass through the program every 18th of a sec'ond, and 6 times' 18~is 108, . so the ~erk limiter permits a change of 108 units in one : second. Since 102 is a full scale range for the' P signal, lt can go from essentially 60 milliamps to 100 milliamps, or ^
from 60 milliamps to 20 milliamps in ~ust slight'ly less than . 1 second, and a one second limiting rate is desired. At :
: blook 558 the' P signal'is output. At block 560.t.he output mode ls used to turn the brake'signal on or off.
The tables in Figure'4 show the RAM variables Kl, . :
.
~ . -. i :
rj7~3~ :
47,290 ` -23-K2 and K3 which are the gain constants set by khe' program.
~51~ 1 The'P slgn~l 1 in location 053 is the unjerk limited P
signal reques't. PI is the integrator results; it is the output of the 'integrator, and it is a double byte. The integral component PIl o~ the' controller is the change every 18th of a secondg and it is agaln a double byte'variable.
These are doubIe bytes since the program is working with such small units on a per cycle basis, if only an eight bit resolution were provided this delta PI might always be zero and could be lost as a`re$'ult of rounding error. The ~ol-lowing table is provided to define the various labels shown , ' in Figure '4 of the drawings.
,: ':
.,.'1 . , ~ .
.:', " "
, , .
.' . ', ' .
,~
~ i . ~,:
, '~
47,290 LABEL: DEFINITIONo . . .
Kl Proportional Gain Constant K2 Integral Gain Constant :
~: K3 Offset Constant PSIGl P-Signal before Jerk Limiting PI Integrator Result .
PIl Change in Integrator Result per 1/18 second = K2* ¦tach - reb¦ :
UNDER Flag, = FF when tach ~ command, - O when tach command PP Proportional Result - Kl* 16* ¦tach cornrn¦
PIMAX Maximum Value far Integer Portion of PI such that PI ~ PP never exceeds full scale (+ 40 ma) ::
PSFLG Flag Set ~irst tlme thru Prog Stop Routine~
0 = was not in Prog Stop . FF ~ was in Prog Stop . SPDER Speed Error (Comrn - Act) used for monitoring only K3 TMP 1'emporary Storage for K3 PSFGl Flag to indicate in Prog Stop ~. 20 0 = not ih Prog Stop :~
.. ~ 1 = In Prog Stop OUT61 Output Port 61 Storage .: BRK-SIG Generator Control Bit~ 0 = On = In Power, 1 = Of~ - In Brake VELAC Action Velocity = Lessor of Speed Code or PM Speed .; 2 bits/KPF
VELPS Program Stop Velocity a function of dlstance to go . 2 bits/KPF
VELLA Prog Stop look ahead veIocity = VELPS one second ~ :
~rom now 2 bits/KPF
PSIG P-signal - after Jerk Limiter tlO2 bits = 40 ma) : PMACC 1 = 1/2 acceleration max, 0 - full acceleration allowed IN73. Data. from input port 73 COC.~6 ~ Either bit = 0 means follow reduced acceleratlon COC 71 J Prog Stop Pro~ile ACTSP (Tach) Actual Train ~eIocity 2 bits/~PH ;
REF Re.~.erence VeIocity: = VELPS lb in Prograrn Stop = VELAC - 4 KPH lb in :Power = VELAC - 2 KPH lb in Brake 73~
47,290 The purpose o~ the :s.pee:d maintaining program is to contr.ol the train velocity: t~rough a train acce:Ierati:on request~ and this acceleration request :Is based on the re-ceived sp~eed code, the train vehicle actual speed and the program stop desired velocity. The program takes: this speed code velocity or the program stop velocity, whichever is lower, and looks at how they are converging. If they are convergingy the program combines th.is with the vehic:Le actual speed tachometer informati:on to come up with an acceIeration control for the vehicle such that the vehicle will follow the more restricti.ve o~ these speeds. In the prior art an acceleration request was generated ~rom the speed code and the tach and also ~rom the program stop velocity and the tach and whIchever was asking for le~s acceIeration or more decelerationg that would be the one that would control the speed of the train, such that essen-tially two separate closed loop velocity control systems were provided and the problem was to stabilize two separate control loops.
The present speed maintaining control apparatus requires only one controller: and the restricti.ve speed selection is provided ahead of that controller. Since the speed code velocity is typically not changing and the pro-gram stop velocity is changing, it is not desired that the vehicle should make a sudden change in acceleration to follow this changing control signal, so the look ahead .. velocity is used to determine when it is time to go in the program stop operation and ~ollo~ the program stop veloclty, so the transition is based on the time and the dif~erence between the program stop veIocity and the amount of the P
3~3 ~
47,290 signal that is presently being requested which is an indi- '' cation of the present actual acceIeration. This permits the vehicle'to start going into brake a litt:Le bit sooner than might be obvious from ~ust looking at the exact program stop veIocity to get the proper acceIeration or dec`eIeration for the'train to approximately follow the program stop velocity and not end up o~ershooting. Before the vehicle approaches ~ ~' a station both the program stop velocity and the look ahead velocity are large numbers. When the vehicle senses the program stop tape the latter two velocities become some numbers which are larger than the present speed maintaining velocity, and then these~two numbers in the program stop will start dec'reasing as';~the vehicle continues into the station. The look ahead velocity is compared against the' ' . ,: .
spee'd that the`vehicle is going plus the offset term which is a function of the amount of P signal requested to allow the vehi'cle to be accelerati.ng towards the program stop `
curve and to be in program stop sooner than if maintaining constant speed because it~would take longer to ~erk limit 20 out o~ this acceleration into the program stop braking rate. ~' Ideally, it i9 desired to hit the program stop velocity at ';~
the program stop nominal deceleration rate which is 0.85 meters per second. The look ahead velocity and the P signal "
are used to determine when the vehicle wlll go into program stop, and the' K3 lead term in software is set to the nominal P signal acoeIeration or dec'eleration so the train signal will start going towards the deceleration rate and hopefully when it reaches' that decleration rate it will be on the '-~ program stop curve. The'P signal offset causes the~`train vehicle`to start decelerating, and then instead o~ using the 3~
` 47~290 reference .veI.ocity with the .tachbmet:er for sp.eed maintain-- :
ing, the program stop velocity .versus the ta:chbmet'er is used to genera.te 'the P signal, plus the :P signal is forced toward brake:at this time. It turns out. that when this is done the ~: .
program stop .velocity ls sti.ll above the vehicle'actual - veIocity so the train wants to spee'd. up, however this offset is saying for the train to slow down, and there is an open loop operation where the vehicle wants to be slowing down, but yet the speed error is req:uesting a speed-up, and the : ~' two signals sort of oppase each other, and by the.time the P
signal goes' into brake ~hen starts coming off in a Jerk llmited manner, the vehicle 'is on the program skop curve.
~hls allows the vehicle ko hit the' program stop curve 'tan-gentlally, even though it might have been accel'erating before going into the program stop. The look ahead velocity i8 treated as if lt is ~ust a parallel but lower velocity ~ curve to the program stop veIoclty. When khe vehicle 'is on :~
the program stop curve and now the conkroller is looking at ' the 'difference between the program stop velocity and the ' 20 actual velocity to control the P signal, there is stlll the of~set in the P signal. To allow the train vehicle to follow the flare-out ~t the'end of a program stop, at a ~ :
particular speed approximately where the program stop table starts its flare-out, the offse~: starts to be removed. This ~-.
allows the'train to follow the flare-out of the program stop ;' curve. Since. the'theoretical acceleration of the program . stop tabl:e'is lncreasing, bec'oming.less negati:ve down at :the low speeds,: the 'P slgnal should start asking for les's brakes at the lower spee'd.
The'speed maintaining is set up so that. a 2''KPH
47,290 '~~;, ~28 deadband is provided. As long as the vehicle is 4 KPH beIow the commanded speed, it will stay in power until it gets to 2 KPH bel'ow the commanded spee'd, and then lt will go into brake'and stay in brake until it gets back to 4 KPH below the'speed command. If the vehicle is in program stop~ the power brake change over is purely determined by hbw much P
signal is requested; if it is for more than 63'mllliamps, the vehicle goes lnto power, and if it is for less than 57 milliamps the'vehicle goes,into brake.
In Figure 5 there 'is functionally shown an emula-tion of the PI controller system of the present invention.
The proportional gain relationship is as follows:
C~ 16 * KPH ~ 102 bitS
The normal operational limits for the proportional gain are:
ma/~KPH '';~' Brake , 6.27 Power , ' 6.27 Program Stop 7.84 Program Stop Final 9.41 The integral time constant relationship is as follows:
.~ .
* 26 71 ~ _40 bait * 18 times in ma/~KPH sec.
~ he normal operational limits for the integral time constant are:
~ .
: ~:
3~
47,290 ma/~KPH/sec, Brake o.88 Power o.88 Program Stop 0.44 Program Stop Final 0.44 These gain relationships can easily be changed ~or a system where speed is denoted in miles per hour.
'' .'
Claims (11)
1. In apparatus for controlling the actual velocity of a passenger vehicle moving along a track including track circuits in response to a desired velocity signal provided in accordance with a selection between an action velocity signal and a program stop velocity signal, with said action velocity signal corresponding to one of a command code velocity signal received from said track circuits, a cutout car modified velocity signal and a performance restriction modified velocity signal, the combination of means coupled with said vehicle for providing an actual velocity signal, means for providing an effort request signal for controlling the actual velocity of said vehicle by comparing the desired velocity signal with the actual velocity signal, means providing an offset to said action velocity signal in accordance with a predetermined relationship with said effort request signal and means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of the vehicle.
2. The actual velocity controlling apparatus of claim 1, with said effort request signal providing means being responsive to a desired velocity signal in accordance with an action velocity signal provided corresponding to said one velocity signal that provides the lowest actual velocity of the passenger vehicle.
3. The actual velocity controlling apparatus of claim 1, with said offset providing means providing an offset having a low value for a maximum deceleration effort request signal, having a high value for maximum acceleration effort request signal, and having a middle value for a zero acceleration effort request signal.
4. In apparatus for controlling the actual velocity of a passenger vehicle moving a long a track including track circuits in response to a desired velocity signal provided in accordance with a selection between an action velocity signal and a program stop velocity signal, with said action velocity signal and a performance restriction modified velocity signal, the combination of means coupled with said vehicle for providing an actual velocity signal, means for providing an effort request signal for controlling the actual velocity of said vehicle by comparing the desired velocity signal with the actual velocity signal, means for detecting an overspeed operation of the passenger vehicle for applying a brake effort to reduce the velocity of the vehicle until the overspeed operation is corrected and then removing said brake effort such that by the time the brake effort is actually removed the vehicle will be at substantially the velocity of operation determined by said effort request signal, and means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of the vehicle.
5. The actual velocity controlling apparatus of claim 4, with said overspeed operation detecting means setting the effort request signal to a predetermined value when the overspeed operation is corrected for removing the brake effort.
6. The actual velocity controlling apparatus of claim 1 with said offset providing means providing an offset making a smooth transition into a program stop operation in response to said program stop velocity signal and then sub-sequently removing that offset to follow a predetermined flare-out of the program stop.
7. In apparatus for controlling the actual velocity of a passenger vehicle in accordance with at least one of an input command velocity signal, an input modified velocity signal and an input program stop velocity signal, and providing a first velocity signals, in accordance with a selected one of said input velocity signals, the combination of means coupled with said vehicle for providing an actual velocity signal, means for providing an effort request velocity signal for controlling the actual velocity of said vehicle in response to the first velocity signal and the actual velocity signal, with said effort request velocity signal providing means including a controller having a proportional operation and an integral operation, means for determining the integral operation in relation to the proportional operation such that when the controller is in saturation the integral operation is sub-stantially zero to prevent said integral operation from causing an overspeed or an underspeed of the passenger vehicle, and means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of said vehicle.
8. The actual velocity controlling apparatus of claim 7, including means for holding said integral operation substantially at zero until the actual speed of the vehicle is with a predeter-mined relationship with said first velocity signal.
9. The actual velocity controlling apparatus of claim 8, when said first velocity is provided in accordance with one of the input command velocity signals and the input modi-fied velocity signal, including means responsive to a second velocity signal having a predetermined relationship to said input program stop velocity signal for causing said first velocity signal to be provided in accordance with said input program stop velocity signal.
10. The method of controlling the actual velocity of a passenger vehicle operative with an input velocity signal, a program stop velocity signal, a look-ahead velocity signal related to that program stop velocity signal, and a reference velocity signal with said actual velocity control being in accordance with a predetermined selection between one of said input velocity signal and said program stop velocity signal, including the steps of determining an actual velocity signal for said vehicle, determining an effort request velocity signal for controlling the actual velocity of said vehicle in response to said reference velocity signal and said actual velocity signal, and determining an offset to said reference velocity signal when responding to said input velocity signal for velocity signal.
11. The method of controlling the actual velocity of a passenger vehicle having a power mode of operation and a brake mode of operation in response to a reference velocity signal in accordance with a program stop velocity signal including the steps of determining an actual velocity signal for said vehicle, determining an effort request signal for controlling the actual velocity of the vehicle in response to the reference velocity signal and the actual velocity signal, controlling said vehicle in response to said effort request signal in the power mode of operation when the reference velocity signal is greater than the actual velocity signal and controlling said vehicle in response to said effort request signal in the brake mode of operation when the actual velocity signal is greater than the reference velocity signal, and providing a minimum brake condition for said vehicle in relation to a predetermined effort request signal and an adjustable control characteristic between the power mode of operation and the brake mode of operation.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US920,319 | 1978-06-28 | ||
| US05/920,319 US4217643A (en) | 1978-06-28 | 1978-06-28 | Speed maintaining control of train vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1110738A true CA1110738A (en) | 1981-10-13 |
Family
ID=25443559
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA315,162A Expired CA1110738A (en) | 1978-06-28 | 1978-10-31 | Speed maintaining control of train vehicles |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4217643A (en) |
| JP (1) | JPS558296A (en) |
| CA (1) | CA1110738A (en) |
| IT (1) | IT1125384B (en) |
Families Citing this family (26)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4327415A (en) * | 1980-01-31 | 1982-04-27 | Westinghouse Electric Corp. | Transit vehicle handback control apparatus and method |
| JPS5762702A (en) * | 1980-10-03 | 1982-04-15 | Hitachi Ltd | Automatic train control device |
| US4556941A (en) * | 1983-04-11 | 1985-12-03 | Westinghouse Electric Corp. | Transit vehicle speed maintaining control apparatus and method |
| US4566067A (en) * | 1983-04-29 | 1986-01-21 | Westinghouse Electric Corp. | Speed control apparatus and method for rapid transit vehicles |
| US4562543A (en) * | 1983-05-04 | 1985-12-31 | Westinghouse Electric Corp. | Vehicle speed control apparatus and method |
| US4558415A (en) * | 1983-05-20 | 1985-12-10 | Westinghouse Electric Corp. | Vehicle speed control apparatus and method |
| JPS6011735U (en) * | 1983-07-05 | 1985-01-26 | 株式会社新潟鐵工所 | Workpiece reversing device |
| US4611775A (en) * | 1983-12-29 | 1986-09-16 | General Signal Corp. | Railway track switch control apparatus |
| JPS6161748A (en) * | 1984-08-29 | 1986-03-29 | Daihatsu Motor Co Ltd | Transfer line device |
| US4710880A (en) * | 1984-11-28 | 1987-12-01 | Westinghouse Electric Corp. | Vehicle speed control apparatus and method |
| JPH0620701B2 (en) * | 1985-08-29 | 1994-03-23 | 豊田工機株式会社 | Rollover device |
| NL8800199A (en) * | 1987-02-09 | 1988-09-01 | Gen Signal Corp | DIGITAL VITAL SPEED DECODER. |
| CA1332975C (en) * | 1988-09-28 | 1994-11-08 | Andrew Marsden Long | System for energy conservation on rail vehicles |
| JP2576719B2 (en) * | 1991-07-19 | 1997-01-29 | 株式会社日立製作所 | Railway system |
| US5181679A (en) * | 1991-08-22 | 1993-01-26 | General Railway Signal Corporation | Railway train speed restriction apparatus |
| US5376869A (en) * | 1993-02-11 | 1994-12-27 | General Electric Company | Electric vehicle drive train with rollback detection and compensation |
| FR2722894B1 (en) * | 1994-07-21 | 1996-08-23 | Gec Alsthom Transport Sa | AUTOMATIC STEERING SYSTEM AND METHOD FOR PROVIDING A SPEED SETPOINT IN SUCH A SYSTEM |
| US7120428B2 (en) * | 2001-08-17 | 2006-10-10 | Control Chief Corporation | Remote locomotive control |
| US7069122B1 (en) | 2002-03-08 | 2006-06-27 | Control Chief Corporation | Remote locomotive control |
| KR100402348B1 (en) * | 2003-07-02 | 2003-10-22 | Bong Taek Kim | Automatic train protection stop device for controlling railroad using data communication |
| US20090043435A1 (en) * | 2007-08-07 | 2009-02-12 | Quantum Engineering, Inc. | Methods and systems for making a gps signal vital |
| IT1391800B1 (en) * | 2008-11-21 | 2012-01-27 | Sirti Spa | METHOD AND APPARATUS FOR FEEDING A TRACK CIRCUIT |
| US8509970B2 (en) * | 2009-06-30 | 2013-08-13 | Invensys Rail Corporation | Vital speed profile to control a train moving along a track |
| KR101727329B1 (en) * | 2011-10-19 | 2017-04-17 | 엘에스산전 주식회사 | An apparatus and method for mesuring velocity of train |
| US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
| US10919548B2 (en) | 2018-08-20 | 2021-02-16 | Mohd B. Malik | Non-stop train with attaching and detaching train cars |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3655962A (en) * | 1969-04-01 | 1972-04-11 | Melpar Inc | Digital automatic speed control for railway vehicles |
| FR2198658A6 (en) * | 1972-09-05 | 1974-03-29 | Regie Autonome Transports | |
| US3790778A (en) * | 1972-12-13 | 1974-02-05 | Gen Electric | Dynamic biasing arrangement for speed regulation |
| US3934125A (en) * | 1973-09-28 | 1976-01-20 | General Signal Corporation | Automatic vehicle operation system |
| US4005837A (en) * | 1975-05-27 | 1977-02-01 | Westinghouse Air Brake Company | Circuit arrangement for controlling the propulsion, braking and station stopping function for a rapid transit train |
| US4005838A (en) * | 1975-05-27 | 1977-02-01 | Westinghouse Air Brake Company | Station stop and speed regulation system for trains |
| US4118774A (en) * | 1977-05-16 | 1978-10-03 | Westinghouse Air Brake Company | Locomotive speed control apparatus |
-
1978
- 1978-06-28 US US05/920,319 patent/US4217643A/en not_active Expired - Lifetime
- 1978-10-31 CA CA315,162A patent/CA1110738A/en not_active Expired
-
1979
- 1979-06-27 IT IT23933/79A patent/IT1125384B/en active
- 1979-06-28 JP JP8086079A patent/JPS558296A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| IT7923933A0 (en) | 1979-06-27 |
| IT1125384B (en) | 1986-05-14 |
| JPS558296A (en) | 1980-01-21 |
| US4217643A (en) | 1980-08-12 |
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